JPH05310023A - Stabilizer for vehicle - Google Patents

Abstract

PURPOSE:To prevent the control of a tortional elastic force of a stabilizer from response lag for restraining the inclination of a car body in turning a vehicle and improve reliability. CONSTITUTION:A stabilizer device is provided with a hydraulic pump 11, a rotary actuator 8 for adjusting a tortional amount of the stabilizer 1, a control valve 12 for controlling oil pressure sent from the hydraulic pump 11 to the rotary actuator 8, link mechanisms 18, 21, 22 for converting transmissibly the rotational motion of a steering handle 16 mechanically to the motion for driving the control valve 12, a vehicle speed sensor 15 for detecting vehicle speed and a solenoid type actuator 19 for correcting the valve control ratio by the link mechanisms 18, 21, 22 according to the vehicle speed.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a stabilizer device for a vehicle, which suppresses tilting of a vehicle body due to a difference between vertical movements of left and right wheels which occur during turning, and improves maneuverability.

[0002]

2. Description of the Related Art Conventionally, for example, when there is a difference in the positions of the left and right wheels with respect to the vehicle body when turning, the torsional elastic force is exerted so as to suppress the difference, and the inclination of the vehicle body is reduced to improve running stability. Improved stabilizers are known.

However, this stabilizer has a problem that the ride comfort is deteriorated when the torsional elastic force is set to be strong in order to reduce the inclination of the vehicle body. For this reason, for example, a device that changes the torsional elastic force of the stabilizer according to the running state of the vehicle and a mechanism that exerts an arbitrary torsional elastic force on the stabilizer are added to positively suppress the leaning of the vehicle body. Devices have been proposed (for example,
JP 61-24609 A, JP 61-1466 A
No. 12, etc.).

[0004]

In the above conventional apparatus, the vehicle speed, steering angle, etc. of the vehicle are detected by the sensor, and the electronic control circuit (ECU) determines the amount of twist of the stabilizer in the vehicle based on these detection signals. The control signal is calculated to adjust the amount to match the generated centrifugal force. Then, in accordance with this control signal, the control valve is driven and the stabilizer is twisted by a desired amount to suppress the inclination of the vehicle body.

As described above, in the conventional device, since the detection signal from the sensor needs to be processed by the ECU,
Delayed response is an unavoidable problem. In addition, since the control valve is electrically driven, problems such as sticking of the control valve occur, and in order to avoid this problem, measures such as driving the control valve with high power must be taken. There is a problem.

The present invention has been made in view of the above points, and in a vehicle stabilizer device for controlling the torsional elastic force of the stabilizer in order to suppress the inclination of the vehicle body when the vehicle is turning, a response delay of the control is provided. It is an object of the present invention to provide a vehicular stabilizer device capable of improving the reliability and improving the reliability.

[0007]

In order to achieve the above object, the vehicle stabilizer device according to the present invention is twisted in accordance with the vertical movement difference between the left and right wheels, and the torsional elastic force generated thereby causes A vehicle stabilizer device applied to a vehicle having a stabilizer that suppresses a vertical movement difference between the left and right wheels, wherein the pressure source generates a pressure fluid, and when the pressure fluid is supplied, the pressure source responds to the fluid pressure. An actuator for adjusting the twist amount of the stabilizer,
A control valve that controls the fluid pressure supplied to the actuator according to the opening position of the actuator, a vehicle steering mechanism and the control valve are mechanically connected to each other, and the movement caused by the steering of the steering wheel is controlled by the control valve. A transmission mechanism for converting and transmitting to the adjustment movement of the opening position, a speed detection means for detecting a traveling speed of the vehicle, and a ratio of transmission of the steering movement by the transmission mechanism to the adjustment movement of the vehicle. And a variable mechanism that changes according to the traveling speed.

[0008]

With the above structure, the steering mechanism of the vehicle and the control valve are mechanically connected by the transmission mechanism, and the opening position of the control valve is adjusted by the steering of the steering handle, so that the driver can operate the steering handle. Correspondingly, the control valve is driven without a response delay.

Further, as described above, since the control valve is mechanically driven and not electrically driven, there is no problem such as sticking of the valve and its reliability can be improved.

Further, since the opening position of the control valve is determined in consideration of the traveling speed of the vehicle with reference to the steering amount of the steering wheel, the amount of twist corresponding to the centrifugal force generated in the vehicle is adjusted to the stabilizer. Can occur in.

[0011]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic configuration diagram showing a relationship between wheels and a stabilizer.

In FIG. 1, reference numeral 1 denotes a stabilizer,
Left and right portions of the torsion bar portions 1a and 1a 'are rotatably supported by rubber bush bearings 2 attached to a part 3 of the vehicle body. Torsion bar part 1
a, 1a 'and the arm portion 1b formed integrally with the bent portion,
The tip of 1b 'is fixed to the suspension arm 4 via a rubber bush.

The stabilizer 1 has torsion bar portions 1a, 1a 'which are divided into two parts on the left and right sides, and both ends 1 thereof are provided.
A rotary actuator 8 is connected to c and 1c '. This rotary actuator 8 is installed inside the housing.
It is configured by having two pressure chambers, and providing a vane portion or the like capable of sliding inside the housing between the pressure chambers.
As a result, when a pressure difference occurs between the two pressure chambers, the vane portion rotates relative to the housing. The torsion bar portions 1a and 1 are provided on the housing and the vane portion, respectively.
Since a'is connected, when the rotary actuator 8 is operated, a relative angular difference is generated between the left and right arm portions 1b and 1b '. Regarding this rotary actuator 8,
For example, since it is known in Japanese Patent Laid-Open No. 61-24609, detailed description will be omitted.

In the figure, 5 is a rack and pinion mechanism,
Reference numeral 6 indicates a tie rod, and reference numerals 7 and 7'represent left and right wheels. FIG. 2 shows a hydraulic control circuit that controls the pressure of the hydraulic oil supplied to the actuator 8.

In FIG. 2, a hydraulic pump 11 is driven by an engine (not shown) and discharges high-pressure hydraulic oil. The pressure of the hydraulic oil discharged from the hydraulic pump 11 is limited to a predetermined pressure by the relief valve 30. The hydraulic oil discharged from the hydraulic pump 11 is sent to the control valve 12.

The control valve 12 is a 4-port 3-position mechanical switching valve that supplies high-pressure hydraulic oil to one of the two pressure chambers of the rotary actuator 8 and the other to the reservoir 3
Communicate with 1. The control valve 12 can switch the supply direction of the rotary actuator 8 to the two pressure chambers according to the valve position and continuously adjust the pressure in the pressure chamber according to the valve opening degree. Is possible. A short-circuit valve 13 is arranged between the control valve 12 and the rotary actuator 8 for switching between the two, or the two pressure chambers of the rotary actuator 8. When the two pressure chambers of the rotary actuator 8 are communicated with each other by the short-circuit valve 13, the left and right torsion bar portions 1a and 1a 'can freely rotate, so that the function of the stabilizer 1 is disabled.

A part of the steering handle 16 engages with the speed reducer 17, and the speed reducer 17 is connected to the swing arm 18. Therefore, the rotation of the steering handle 16 is decelerated and transmitted to the swing arm 18, which causes the swing arm 18 to rotate. At this time, the swing arm 18 rotates coaxially with the speed reducer 17. In addition, the swing arm 18
Is connected to the control valve 12 via a link 21 and a spring 22. Therefore, when the swing arm 18 rotates, the valve position and valve opening of the control valve 12 change.

A solenoid type actuator 19 is connected to the link 21, and the attachment portion of the link 21 to the swing arm 18 is moved by the operation of the solenoid type actuator. This mounting part is the swing arm 1.
The linking ratio of the link 21 with respect to the rotation of the swing arm 18 becomes smaller as it approaches the rotation center of 8, and the linkage ratio becomes larger as it moves away from the rotation center.

The solenoid type actuator 19 is driven by the controller 20. Controller 20
Receives a detection signal from a vehicle speed sensor 15 that detects the traveling speed of the vehicle, and outputs a drive signal to a solenoid type actuator 19 according to the vehicle speed signal. The controller 20 also outputs a drive signal to the short circuit valve 13 to switch the valve position.

The operation of the vehicle stabilizer device configured as described above will be described. First, when the vehicle is traveling straight ahead, the steering handle 16 is at the position as shown in FIG. 2, and is mechanically connected via the speed reducer 17, the swing arm 18, the link 21 and the spring 22. , The control valve 12 is set to the neutral position (Y position). As a result, the high-pressure hydraulic fluid discharged from the hydraulic pump 11 bypasses the control valve 12 and flows into the reservoir 31, and does not have any effect on the rotary actuator 8.

Next, when the vehicle turns, the driver steers the steering handle 16 (for example, steers to the right), so that the swing arm 18 rotates in the direction of arrow a via the speed reducer 17. To do. Therefore, the rotational movement of the swing arm 18 is controlled by the control valve 1 via the link 21 and the spring 22.
2, and the control valve 12 moves in the Z position direction. At this time, the short-circuit valve 13 is set at a position where the rotary actuator 8 and the control valve 12 communicate with each other. Therefore, the control valve 12 transmits the high-pressure hydraulic oil discharged from the hydraulic pump 11 from the A path to the D path, and the return hydraulic oil from the rotary actuator 8 to the C path to the B path.
As a result, the right and left torsion bar portions 1a, 1a 'are lowered so that the position of the right wheel 7'is lowered and the position of the left wheel 7 is raised.
Are twisted in opposite directions. As a result, it becomes possible to reduce the inclination (roll) that occurs in the vehicle when turning.

However, when the control valve 12 moves in the Z position direction by the rotation of the swing arm 18, hydraulic pressure is generated in the pressure transmission pipe 24 connected to the D path. Therefore, the valve position of the control valve 12 is the same as that of the spring 2 connected to the link 21.
It is stabilized at a position where the elastic force of 2 and the hydraulic pressure generated in the pressure transmission pipe 24 are in equilibrium. As a result, the hydraulic pressure supplied to the rotary actuator 8 is determined, and the stabilizer 1 is twisted by an amount corresponding to the hydraulic pressure.

On the other hand, the solenoid type actuator 19 has a controller 2 based on the detection signal of the vehicle speed sensor 15.
A drive signal is given from 0. As a result, the solenoid actuator 19 causes the swing arm 18 of the link 21 to move.
The mounting portion is moved to determine the interlocking ratio of the link 21 to the rotation angle of the swing arm 18.

The lateral acceleration acting on the vehicle at the time of turning is proportional to the product of the square of the speed and the steering angle, and the vehicle is tilted (rolled) in accordance with the lateral acceleration. Therefore, in order to suppress the roll of the vehicle at the time of turning, the amount of twist of the stabilizer 1 according to the generated lateral acceleration is required, that is, the hydraulic pressure is required to be supplied to the rotary actuator 8 according to the generated lateral acceleration. Becomes

Therefore, in this embodiment, in consideration of the fact that the lateral acceleration generated by the steering of the steering wheel 16 is relatively small when the vehicle speed is low, the interlocking ratio of the link 21 to the rotation of the swing arm 18 is taken into consideration. To reduce.
Specifically, the stroke of the solenoid actuator 19 is extended to bring the attachment portion (point of action) of the link 21 to the swing arm 18 closer to the center of rotation of the swing arm 18.
As a result, the amount of movement of the link 21, that is, the amount of movement of the control valve 12 decreases with respect to changes in the steering angle of the steering handle 16. Due to the decrease in the movement amount of the control valve 12, the pressure increase of the hydraulic oil supplied to the rotary actuator 8 becomes small, and the twist amount of the stabilizer 1 also becomes small. On the contrary, when the vehicle speed is high, the interlocking ratio of the link 21 to the rotation of the swing arm 18 is increased in consideration of the fact that the lateral acceleration generated by the steering of the steering handle 16 is relatively large. That is, the stroke of the solenoid type actuator 19 is pulled and the link 2
The attachment portion (point of action) of No. 1 to the swing arm 18 is moved away from the center of rotation of the swing arm 18. As a result, when the steering angle of the steering wheel 16 changes, the control valve 1
The movement amount of 2 becomes large. Therefore, the pressure of the hydraulic oil supplied to the rotary actuator 8 also increases, and the stabilizer 1
The amount of twisting of will increase.

As described above, in this embodiment, the solenoid type actuator 19 changes the interlocking ratio of the link 21 with respect to the rotation angle of the swing arm 18 and supplies the hydraulic oil having a pressure corresponding to the vehicle speed to the rotary actuator 8. Therefore,
Conventional ECU for supplying hydraulic oil with pressure according to vehicle speed
The calculation performed by the (electronic control device) or the like can be omitted, and the function of the controller 20 can be simplified. As a result, the number of constituent parts can be reduced in the entire device.

When the wheel on the outside of the turn (the left wheel in the case of right-turn steering) passes over the protrusion while the vehicle is turning, an upward force is applied to the left wheel from the road surface, and this force further twists the stabilizer 1. Work like messing around. Therefore, of the two pressure chambers of the rotary actuator 8, the hydraulic pressure of the pressure chamber (operating side pressure chamber) to which high-pressure hydraulic oil is supplied is increased. This pressure change is transmitted to the control valve 12 via the pressure transmission pipe 24.
Therefore, the balance of forces in the control valve 12 is lost. That is, the valve position of the control valve 12 is stabilized at a position where the elastic force of the spring 22 and the hydraulic pressure generated in the pressure transmission pipes 23 and 24 are balanced, but the hydraulic pressure transmitted via the pressure transmission pipe 24 increases. , The control valve 12 is Z
The position is moved toward the neutral position (Y position). As a result, the control valve 12 controls the hydraulic pressure supplied to the rotary actuator 8 so as to decrease, and even when the wheels on the outside of the turning pass over the protrusion, the same load as when traveling on a flat road without the protrusion is applied to the vehicle body. The ride comfort is ensured by exerting it.

On the contrary, when the wheel on the outside of turning approaches the concave road, the wheel instantaneously moves downward, so that the amount of twist of the stabilizer 1 is reduced. In this case, the hydraulic pressure in the working-side pressure chamber of the two pressure chambers of the rotary actuator 8 instantaneously drops. Therefore, the hydraulic pressure acting on the control valve 12 via the pressure transmission pipe 24 is also reduced, and the control valve 12 is moved in the Z position in the direction to further open the valve opening degree. Therefore, the pressure supplied to the rotary actuator 8 by the control valve 12 rises, and the stabilizer 1 is further twisted. Therefore, the decrease in the load on the wheels on the outside of the turn is compensated by increasing the amount of twist of the stabilizer 1.

As described above, in the hydraulic control circuit according to the present embodiment, when the hydraulic pressure in the working-side pressure chamber of the rotary actuator 8 is increased by the force received by the wheel from the road surface,
The control valve 12 is driven in the closing direction, and when the hydraulic pressure becomes low, the control valve 12 is driven in the opening direction.
Therefore, it is possible to appropriately control the amount of twist of the stabilizer 1 in accordance with the road surface condition while maintaining a good ride comfort of the vehicle.

When the vehicle is traveling straight ahead,
As shown in FIG. 2, the control valve 12 is set to the neutral position (Y position), and the supply of hydraulic pressure to the rotary actuator 8 is stopped. In this case, when the two pressure chambers of the rotary actuator 8 are cut off from each other, the stabilizer 1 exerts a unique torsional elastic force and suppresses the vertical movement difference between the left and right wheels. However, if the torsional elastic force peculiar to the stabilizer 1 is set to be strong, the unevenness of the road surface is strongly transmitted to the vehicle body and the riding comfort deteriorates. For this reason, when the vehicle is traveling straight ahead, it is effective to drive the short-circuit valve 13 by the controller 20 so that the two pressure chambers of the rotary actuator 8 are communicated with each other in order to ensure the riding comfort. However, in the case of performing such control, a detection means such as a steering angle sensor capable of recognizing whether the vehicle is traveling straight ahead or turning is provided, and the controller 20 is detected according to the detection result.
To drive the short-circuit valve.

Further, in the above embodiment, the example in which the stabilizer is provided for one set of left and right wheels has been described, but it goes without saying that the stabilizer 1 may be provided for all the left and right wheels of the vehicle. Yes.

Further, although the rotary actuator 8 is used as the actuator for twisting the stabilizer 1 in the above-described embodiment, the actuator is not limited to this, and for example, the arm portions 1b and 1b 'of the stabilizer 1 are used.
A cylinder that can be expanded and contracted by the supplied hydraulic pressure may be inserted in a part of the above.

Further, in the above-mentioned embodiment, the rotary motion by steering the steering handle 16 is converted into the motion for driving the control valve 12 by the link 21 or the like.
Not limited to this, for example, linear movement of the steering rack may be converted into movement for driving the control valve 12.

The control valve 12 and the short circuit valve 13 shown in FIG. 2 may be constructed as shown in FIG. The structure shown in FIG. 3 can also achieve the same effects as the above-described embodiment.

[0035]

As described above, according to the present invention,
The steering mechanism of the vehicle and the control valve are mechanically connected by the link mechanism, and the opening position of the control valve is adjusted by the rotation of the steering handle, so that the control valve can be operated without delay in response to the operation of the steering handle. Driven. Therefore, the stabilizer can suppress the inclination of the vehicle generated when the vehicle turns, with good responsiveness.

Further, since the control valve is mechanically driven by the link mechanism, the control valve is not stuck and the reliability thereof can be improved.

[Brief description of drawings]

FIG. 1 is a schematic configuration diagram showing a relationship between a wheel and a stabilizer according to an embodiment of the present invention.

FIG. 2 is a circuit diagram of a hydraulic control circuit that controls the pressure of hydraulic oil supplied to an actuator.

FIG. 3 is a configuration diagram showing another configuration of a control valve and a short circuit valve.

[Explanation of symbols]

 1 Stabilizer 1a, 1a 'Torsion bar part 1b, 1b' Arm part 8 Rotary actuator 11 Hydraulic pump 12 Control valve 15 Vehicle speed sensor 16 Steering handle 17 Reducer 18 Swing arm 19 Solenoid type actuator 20 Controller 21 Link 22 Spring

Claims (1)

[Claims] 1. Twisted according to the vertical movement difference between the left and right wheels,
A stabilizer device for a vehicle, which is applied to a vehicle having a stabilizer that suppresses a vertical movement difference between the left and right wheels by a torsional elastic force generated by the twisted elastic force, comprising: a pressure source for generating a pressure fluid; Is supplied, an actuator that adjusts the amount of twist of the stabilizer according to the fluid pressure, a control valve that controls the fluid pressure supplied to the actuator according to the opening position, and a vehicle steering Mechanically connecting the mechanism and the control valve,
A transmission mechanism that converts the movement of the steering wheel by steering to an adjustment movement of the opening position of the control valve and transmits the movement, a speed detection unit that detects a traveling speed of the vehicle, and a movement of the steering mechanism by the transmission mechanism. A stabilizer mechanism for a vehicle, comprising: a variable mechanism that varies a ratio of transmission to the adjustment motion according to a traveling speed of the vehicle.